CA1148029A - Bolsterless bogie with air-spring suspension for rail vehicles - Google Patents
Bolsterless bogie with air-spring suspension for rail vehiclesInfo
- Publication number
- CA1148029A CA1148029A CA000339953A CA339953A CA1148029A CA 1148029 A CA1148029 A CA 1148029A CA 000339953 A CA000339953 A CA 000339953A CA 339953 A CA339953 A CA 339953A CA 1148029 A CA1148029 A CA 1148029A
- Authority
- CA
- Canada
- Prior art keywords
- bogie
- centre
- bogie frame
- centre pivot
- links
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
- B61F5/144—Side bearings comprising fluid damping devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/04—Bolster supports or mountings
- B61F5/10—Bolster supports or mountings incorporating fluid springs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
- B61F5/148—Side bearings between bolsterless bogies and underframes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Vibration Dampers (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by means of a centre pivot and wear-free link without the intermediary of a bolster to the bogie frame is disclosed.
The connection is effected by means of at least one link which is disposed hori-zontally and pointing in the direction of travel preferably at the level of the axle boxes to the centre pivot and the bogie frame, and the pins of the connection are supported in wear-free rubber joints and are disposed horizontally and transversely to the direction of travel. Rubber buffers are provided to limit the transverse motion between the centre pivot and the surrounding bogie frame with vertical forces being transmitted by means of air-spring bellows arranged in the transverse centre plane between the underframe and the bogie side still.
Stops effective in the travel direction are provided between the centre pivot and the bogie frame.
A bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by means of a centre pivot and wear-free link without the intermediary of a bolster to the bogie frame is disclosed.
The connection is effected by means of at least one link which is disposed hori-zontally and pointing in the direction of travel preferably at the level of the axle boxes to the centre pivot and the bogie frame, and the pins of the connection are supported in wear-free rubber joints and are disposed horizontally and transversely to the direction of travel. Rubber buffers are provided to limit the transverse motion between the centre pivot and the surrounding bogie frame with vertical forces being transmitted by means of air-spring bellows arranged in the transverse centre plane between the underframe and the bogie side still.
Stops effective in the travel direction are provided between the centre pivot and the bogie frame.
Description
~~
z9 This invention relates to a bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by a centre pivot and wear-free link to a bogie frame without the intermediary of a bolster beam.
Prior art bogies are known where the underframe is directly linked via the centre pivot through the intermediary of two links each to the bogie.
Both links have wear-free joints with one link being arranged horizontally in the direction of ~ravel, whereas the other link is also disposed horizontally but transverse to the direction of travel. The former link will transmit the draw and buffing forces, whereas the latter link is designed to transmit the transverse 10 forces. The region of the plane in which the links are connected to the centre pivot is situated directly below the underframe and appreciably above the level of the axles. Spring action is provided by leaf springs which cushion the swing bolster against the bogie frame.
A bogie arrangement of this type is no; only obsolete because of the type of secondary suspension provided and is unsuitable for high-speed rail vehicles, but it is also disadvantageous in the way and manner the bogie is linked to the underframe. This drawback resides in the fact that the links are arranged a great distance above the plane of the axles of the wheels. Especially in the case of driving bogies, this tends to displace the wheel loads in a most 20 undesirable mari~ner during acceleration and deceleration causing skidding or spinning of individual wheel-an1-axle sets. Secondly, any pitching motions of the bogie inevitably tend to be transmitted via the centre pivot to the car body and to make themselves felt in a detrimental manner in the form of flexural oscillations of the car body and shuttling oscillations. A further disadvantage of this type of connection is the unfavourable stressing under extreme operating conditions such as are liable to occur when the cars collide with considerable impact during shunting. Under such conditions, high inertia forces will be transmitted solely by the links and these will be stressed far beyond their normal operating conditions for short periods. This calls for the links to be over-30 dimensioned with a resultant increase in cost.
in contrast to this, the present invention has for its object to providea bogie arrangement which, particularly with re~lpect of the method of linking it to the underframe and with regard to a secondary suspension acting in conjunction with it, will avoid said disadvantages and meet the requirements for 1- . ~
~14&~29 hi gh-speed capabi I i ty.
This object is achieved in accordance with the present invention by effecting the connection by at least one link which is disposed borizontally and is joine~d to the centre pivot and bogie frame in the direction of travel preferably at the level of the axle boxes and in that the pins of the joints supported in wear-free rubber joints are arranged horizontally and transverse to the travel direction and in that the limitation of lateral motions between the centre pivot and the surrounding bogie frame is effected by rubber buffers while vertical forces are transmitted by means of air spring bellows arranged at the trans-10 verse centre plane between the underframe and the bogie side sill and in thatthe centre pivot and the bogie frame are provided with stops which are effective in the travel direction.
An arrangement of this type offers the advantage that, due to the low-level connection in the region of the ideal pitching point, approximately at the level of the axles of the wheels any pitching motions of the bogie frame will not be transmitted as flexural oscillations and as shuttling oscillations as a result of the long leverages where the connection is far outside the axle plane to the car body. Another advantage of the low-level connection is, especially in the case of driving bogies, in the fact that acceleration and deceleration are 20 not liable to cause undesirable excessive unloading of wheel-and-axle sets with the associated phenomenon of wheel spin or skidding. The low-level connection is possible only by the omission of the redundant swing bolster. In order to permit the links to be constructed with minimum dimensions for the sake of space and cost savings, stops are proposed to be provided between the centre pivot and the bogie frame which ensure that the links are only required to transmit the forces occurring in normal operation. These consist of the usual draw and braking forces. If these forces should be temporarily exceeded by the cars running against each other vehemently during shunting, the said stops will become effective, in other words, any forces which exceed the normal level 30 will not be transmitted through the link but will be absorbed by the proposed stops. In conjunction with the longitudinal link, an air spring bellows is pro-posed to provide secondary suspension which also will take care of the re-cen-tring forces in the transverse direction and, thereby, eliminating the need for separate transverse links. Moreover, the air spring bellows are capable of ~ . - . . -providing control of the car body level. If the permissible side swing should be exceeded, the centre pivot will contact rubber buffers which are fixed laterally on the surrounding bogie frame.
A principal object of the invention is eo provide a bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by means of a centre pivot and wear-free link without the intermediary of a bolster to the bogie frame, characterized in that the connection is effected by means of at least one link which is disposed horizontally and pointing in the direction of travel preferably at the level of the axle boxes to the centre pivot and the bogie frame, and in that the pins of the connection which are supported in wear-free rubber joints are disposed horizontally and transversely to the direction of travel, and in that rubber buffers are provided to limit the trans-verse motion between the centre pivot and the surrounding bogie frame with vertical forces being transmitted by means of air-spring bellows arranged in the transverse centre plane between the underframe and the bogie side still, and in that stops effective in the travel direction are provided between the centre pivot and the bogie frame.
A number of typical embodimel~ts of the invention are illustrated in the accompanying drawings in which:
Figure 1 is a plan view of a centre pivot connection with two links;
Figure 2 is a sect70n along the line 11-11 of Figure 1 through the longitudinal centre plane of the bogie showing the links connected to the centrepivot;
Figure 3 is a plan view of the centre pivot connection by means of two links as well as hemi-spherical joints;
Figure 4 is a section along the line IV-IV of i-igure 3 through the longitudinal centre plane of the bogie showing the method of joining the links by means of hemi-spherical elements;
Figure 5 is a plan view of the centre pivot connection with only one 1 ink;
Figure 6 is a section along the line Vl-VI of Figure 5 through the longitudinal centre plane of the bogie; and Figure 7 is a transverse section through the centre transverse piane of the bogie frame showing the method of connection to the centre pivot and the 1~8VZ9 the air spring suspension.
I~etailed reference will now be made to the drawings wherein like reference numerals identify like parts.
Figure 1 illustrates an embodiment of the bogie connection by means of two links 1. In the region of the level of the axle boxes 2 wbose level is indicated by the dash-dot line x-x in Figure 2, the links 1 are connected by means of wear-free rubber joints 3 horizontally in the longitudinal centre planeat one side by means of pins 4 to the centre pivot 6 attached to the underframe 5 whereas, at the other end they are connected by means of the bracket 7 to the transoms 8 which are of hollow box construction~to the bogie frame. Stops 9 are provided to limit the permissible side movement, said stops consisting of rubber buffers which are solidly connected to the bogie frame. Before a permis-sible side motion w is exceeded, the plane contact faces 10 of the centre pivot 6 will bear against these buffers and the transverse movement 2 will be flexibly limited. When running in curves, the bogie will rotate slightly with the links 1being obliquely positioned and the rubber joints 3 slightly deformed. The posi-tion of the right-hand link when running in curves is shown by the dashed line y-y in Figure 1 whereas the dashed line z-z of the opposing link shows its position during lateral impacts.
In the event of the forces to be transmitted by the links 1 to the centre pivot 6 exceeeding a permissible value, such as in the case of an impact, the stops 11 wjll become effective as can be seen from Figure 2. The transmission of forces will be effected directly by the transom 8 of the bogie frame via the stops 11 to the centre pivot 6 which will pass on the force to the underframe 5.The links will only be subjected to the force which results from the spring stiff-ness of the rubber joints 3 when the longitudinal play x between the stop 11 andthe centre pivot 6 is fully taken up. This fact permits a decrease in the dimen-sions of the links compared to conventional designs because the maximum amount of forces to be transmitted can be reduced to exactly definable design features.In order to dampen to some extent the impacts of the centre pivot 6 against the stops 11, there is provided a layer 12 of high stiFfness.
An embodiment of the links 1 is~ lustratéd in Figures 3, and 4.
Figure 3 shows the method of connection in plan view. One can see the opposed links 1 and the centre pivot 6 which is formed with stops 13 which cooperate . .
-~8i:~29 with stops 9 which, in turn, consist of rubber buffers which are solidly connected to the bogie frame. The special design of the wear-free joints 3 is shown in Section IV-IV in Figure 4. The joints consist of hemi-spherical rubber elements which are bonded to hemi-spherical shells 14 of the same shape. In order to limit the forces acting on the links, there are again pro-vided effective stops 11 in the direction of travel against which the centre pivot 6 bears when the longitudinal clearance x is exceeded. Aga~n, to dampen the impact, there is a layer 12 of high stiffness.
A further embodiment of the method of connection is illustrated in 10 Figures 5 and 6. This form of bogie connection relies on only one link 1.
Figure 5 shows a plan view of the connection with only one link 1 disposed in the longitudinal centre plane with lateral stops 9 which are formed by rubber buffers.
Figure 6 shows a longitudinal section along the line Vl-VI in which can be seen the links 1 supported in wear-free cylindrical rubber joints 3 as well as the stops 11 with a layer 12 to dampen the impact limiting the longitudi-nal play x.
Figure 7 shows a section through the bogie in the transverse centre plane in which the side spring action by means of ai r spr~in~ ~Fn~ coml~ination 20 with the bogie connection is shown.
As can be seen, it is the level of the connection in the vicinity of the axle level which avoids pitching motions of the bogie from being transmitted by flexural or shuttling oscillations to the car body because the point of connec-tion coincides with the imaginary axis of the pitching motion. The air spring offers an advantage in that it permits levelling control of the car body and, at the same time, assists lateral guidance. In order to prevent undie side swing, there are provided stops 9.
The foregoing is by way of example only and the invention should not be limited thereto except by the scope of the appended claims.
z9 This invention relates to a bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by a centre pivot and wear-free link to a bogie frame without the intermediary of a bolster beam.
Prior art bogies are known where the underframe is directly linked via the centre pivot through the intermediary of two links each to the bogie.
Both links have wear-free joints with one link being arranged horizontally in the direction of ~ravel, whereas the other link is also disposed horizontally but transverse to the direction of travel. The former link will transmit the draw and buffing forces, whereas the latter link is designed to transmit the transverse 10 forces. The region of the plane in which the links are connected to the centre pivot is situated directly below the underframe and appreciably above the level of the axles. Spring action is provided by leaf springs which cushion the swing bolster against the bogie frame.
A bogie arrangement of this type is no; only obsolete because of the type of secondary suspension provided and is unsuitable for high-speed rail vehicles, but it is also disadvantageous in the way and manner the bogie is linked to the underframe. This drawback resides in the fact that the links are arranged a great distance above the plane of the axles of the wheels. Especially in the case of driving bogies, this tends to displace the wheel loads in a most 20 undesirable mari~ner during acceleration and deceleration causing skidding or spinning of individual wheel-an1-axle sets. Secondly, any pitching motions of the bogie inevitably tend to be transmitted via the centre pivot to the car body and to make themselves felt in a detrimental manner in the form of flexural oscillations of the car body and shuttling oscillations. A further disadvantage of this type of connection is the unfavourable stressing under extreme operating conditions such as are liable to occur when the cars collide with considerable impact during shunting. Under such conditions, high inertia forces will be transmitted solely by the links and these will be stressed far beyond their normal operating conditions for short periods. This calls for the links to be over-30 dimensioned with a resultant increase in cost.
in contrast to this, the present invention has for its object to providea bogie arrangement which, particularly with re~lpect of the method of linking it to the underframe and with regard to a secondary suspension acting in conjunction with it, will avoid said disadvantages and meet the requirements for 1- . ~
~14&~29 hi gh-speed capabi I i ty.
This object is achieved in accordance with the present invention by effecting the connection by at least one link which is disposed borizontally and is joine~d to the centre pivot and bogie frame in the direction of travel preferably at the level of the axle boxes and in that the pins of the joints supported in wear-free rubber joints are arranged horizontally and transverse to the travel direction and in that the limitation of lateral motions between the centre pivot and the surrounding bogie frame is effected by rubber buffers while vertical forces are transmitted by means of air spring bellows arranged at the trans-10 verse centre plane between the underframe and the bogie side sill and in thatthe centre pivot and the bogie frame are provided with stops which are effective in the travel direction.
An arrangement of this type offers the advantage that, due to the low-level connection in the region of the ideal pitching point, approximately at the level of the axles of the wheels any pitching motions of the bogie frame will not be transmitted as flexural oscillations and as shuttling oscillations as a result of the long leverages where the connection is far outside the axle plane to the car body. Another advantage of the low-level connection is, especially in the case of driving bogies, in the fact that acceleration and deceleration are 20 not liable to cause undesirable excessive unloading of wheel-and-axle sets with the associated phenomenon of wheel spin or skidding. The low-level connection is possible only by the omission of the redundant swing bolster. In order to permit the links to be constructed with minimum dimensions for the sake of space and cost savings, stops are proposed to be provided between the centre pivot and the bogie frame which ensure that the links are only required to transmit the forces occurring in normal operation. These consist of the usual draw and braking forces. If these forces should be temporarily exceeded by the cars running against each other vehemently during shunting, the said stops will become effective, in other words, any forces which exceed the normal level 30 will not be transmitted through the link but will be absorbed by the proposed stops. In conjunction with the longitudinal link, an air spring bellows is pro-posed to provide secondary suspension which also will take care of the re-cen-tring forces in the transverse direction and, thereby, eliminating the need for separate transverse links. Moreover, the air spring bellows are capable of ~ . - . . -providing control of the car body level. If the permissible side swing should be exceeded, the centre pivot will contact rubber buffers which are fixed laterally on the surrounding bogie frame.
A principal object of the invention is eo provide a bolsterless bogie with air suspension for rail vehicles where an underframe is connected directly by means of a centre pivot and wear-free link without the intermediary of a bolster to the bogie frame, characterized in that the connection is effected by means of at least one link which is disposed horizontally and pointing in the direction of travel preferably at the level of the axle boxes to the centre pivot and the bogie frame, and in that the pins of the connection which are supported in wear-free rubber joints are disposed horizontally and transversely to the direction of travel, and in that rubber buffers are provided to limit the trans-verse motion between the centre pivot and the surrounding bogie frame with vertical forces being transmitted by means of air-spring bellows arranged in the transverse centre plane between the underframe and the bogie side still, and in that stops effective in the travel direction are provided between the centre pivot and the bogie frame.
A number of typical embodimel~ts of the invention are illustrated in the accompanying drawings in which:
Figure 1 is a plan view of a centre pivot connection with two links;
Figure 2 is a sect70n along the line 11-11 of Figure 1 through the longitudinal centre plane of the bogie showing the links connected to the centrepivot;
Figure 3 is a plan view of the centre pivot connection by means of two links as well as hemi-spherical joints;
Figure 4 is a section along the line IV-IV of i-igure 3 through the longitudinal centre plane of the bogie showing the method of joining the links by means of hemi-spherical elements;
Figure 5 is a plan view of the centre pivot connection with only one 1 ink;
Figure 6 is a section along the line Vl-VI of Figure 5 through the longitudinal centre plane of the bogie; and Figure 7 is a transverse section through the centre transverse piane of the bogie frame showing the method of connection to the centre pivot and the 1~8VZ9 the air spring suspension.
I~etailed reference will now be made to the drawings wherein like reference numerals identify like parts.
Figure 1 illustrates an embodiment of the bogie connection by means of two links 1. In the region of the level of the axle boxes 2 wbose level is indicated by the dash-dot line x-x in Figure 2, the links 1 are connected by means of wear-free rubber joints 3 horizontally in the longitudinal centre planeat one side by means of pins 4 to the centre pivot 6 attached to the underframe 5 whereas, at the other end they are connected by means of the bracket 7 to the transoms 8 which are of hollow box construction~to the bogie frame. Stops 9 are provided to limit the permissible side movement, said stops consisting of rubber buffers which are solidly connected to the bogie frame. Before a permis-sible side motion w is exceeded, the plane contact faces 10 of the centre pivot 6 will bear against these buffers and the transverse movement 2 will be flexibly limited. When running in curves, the bogie will rotate slightly with the links 1being obliquely positioned and the rubber joints 3 slightly deformed. The posi-tion of the right-hand link when running in curves is shown by the dashed line y-y in Figure 1 whereas the dashed line z-z of the opposing link shows its position during lateral impacts.
In the event of the forces to be transmitted by the links 1 to the centre pivot 6 exceeeding a permissible value, such as in the case of an impact, the stops 11 wjll become effective as can be seen from Figure 2. The transmission of forces will be effected directly by the transom 8 of the bogie frame via the stops 11 to the centre pivot 6 which will pass on the force to the underframe 5.The links will only be subjected to the force which results from the spring stiff-ness of the rubber joints 3 when the longitudinal play x between the stop 11 andthe centre pivot 6 is fully taken up. This fact permits a decrease in the dimen-sions of the links compared to conventional designs because the maximum amount of forces to be transmitted can be reduced to exactly definable design features.In order to dampen to some extent the impacts of the centre pivot 6 against the stops 11, there is provided a layer 12 of high stiFfness.
An embodiment of the links 1 is~ lustratéd in Figures 3, and 4.
Figure 3 shows the method of connection in plan view. One can see the opposed links 1 and the centre pivot 6 which is formed with stops 13 which cooperate . .
-~8i:~29 with stops 9 which, in turn, consist of rubber buffers which are solidly connected to the bogie frame. The special design of the wear-free joints 3 is shown in Section IV-IV in Figure 4. The joints consist of hemi-spherical rubber elements which are bonded to hemi-spherical shells 14 of the same shape. In order to limit the forces acting on the links, there are again pro-vided effective stops 11 in the direction of travel against which the centre pivot 6 bears when the longitudinal clearance x is exceeded. Aga~n, to dampen the impact, there is a layer 12 of high stiffness.
A further embodiment of the method of connection is illustrated in 10 Figures 5 and 6. This form of bogie connection relies on only one link 1.
Figure 5 shows a plan view of the connection with only one link 1 disposed in the longitudinal centre plane with lateral stops 9 which are formed by rubber buffers.
Figure 6 shows a longitudinal section along the line Vl-VI in which can be seen the links 1 supported in wear-free cylindrical rubber joints 3 as well as the stops 11 with a layer 12 to dampen the impact limiting the longitudi-nal play x.
Figure 7 shows a section through the bogie in the transverse centre plane in which the side spring action by means of ai r spr~in~ ~Fn~ coml~ination 20 with the bogie connection is shown.
As can be seen, it is the level of the connection in the vicinity of the axle level which avoids pitching motions of the bogie from being transmitted by flexural or shuttling oscillations to the car body because the point of connec-tion coincides with the imaginary axis of the pitching motion. The air spring offers an advantage in that it permits levelling control of the car body and, at the same time, assists lateral guidance. In order to prevent undie side swing, there are provided stops 9.
The foregoing is by way of example only and the invention should not be limited thereto except by the scope of the appended claims.
Claims (5)
1. A bolsterless bogie for use in rail vehicles having an underframe provided with a centre pivot, comprising:
a bogie frame having a transom;
air spring bellows arranged in a transverse centre plane between said underframe and said bogie frame;
at least one link directly connecting said bogie frame with said centre pivot, said link being disposed horizontally and extending lengthwise of the travel direction of the rail vehicle;
rubber joints disposed horizontally and transversely to said travel direction, respectively;
said rubber joints connecting said link with said bogie frame and said centre pivot;
means for transmitting relative motion between said centre pivot and said bogie frame, including rubber buffers in the horizontal plane of the links and limiting transverse motion between said centre pivot and said bogie frame; and stops on said transom spaced above said rubber joints effective in said travel direction of said rail vehicle and inter-posed between said centre pivot and said bogie frame.
a bogie frame having a transom;
air spring bellows arranged in a transverse centre plane between said underframe and said bogie frame;
at least one link directly connecting said bogie frame with said centre pivot, said link being disposed horizontally and extending lengthwise of the travel direction of the rail vehicle;
rubber joints disposed horizontally and transversely to said travel direction, respectively;
said rubber joints connecting said link with said bogie frame and said centre pivot;
means for transmitting relative motion between said centre pivot and said bogie frame, including rubber buffers in the horizontal plane of the links and limiting transverse motion between said centre pivot and said bogie frame; and stops on said transom spaced above said rubber joints effective in said travel direction of said rail vehicle and inter-posed between said centre pivot and said bogie frame.
2. A bolsterless bogie as defined in claim 1, having axle boxes and said link being located at a level above said axle boxes.
3. A bolsterless bogie as defined in claim 1, and further comprising an additional link, said links being arranged in said longitudinal centre plane in a direction opposite to said travel direction, said links having ends connected to said centre pivot via said joints; and further comprising a bracket connecting said links to said transom frame.
4. A bolsterless bogie as defined in claim 3, wherein said rubber joints are configurated as hollow spheres, said links each having two ends and said centre pivot and the bogie frame having counterparts thereto, said ends and counterparts being configurated as shells in form of hollow spheres, and rubber elements sandwiched therebetween in the manner of silent blocks.
5. A bolsterless bogie as defined in claim 1, wherein said rubber joints are formed as cylindrical bushings, and pins extending through said bushings.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP2850878.3 | 1978-11-24 | ||
| DE2850878A DE2850878C2 (en) | 1978-11-24 | 1978-11-24 | Weighing beam-less bogie with air suspension for rail vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1148029A true CA1148029A (en) | 1983-06-14 |
Family
ID=6055458
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000339953A Expired CA1148029A (en) | 1978-11-24 | 1979-11-15 | Bolsterless bogie with air-spring suspension for rail vehicles |
Country Status (11)
| Country | Link |
|---|---|
| US (1) | US4357879A (en) |
| BR (1) | BR7907701A (en) |
| CA (1) | CA1148029A (en) |
| CH (1) | CH644805A5 (en) |
| DE (1) | DE2850878C2 (en) |
| ES (1) | ES486274A1 (en) |
| FI (1) | FI72086C (en) |
| FR (1) | FR2442167A1 (en) |
| GB (1) | GB2038744B (en) |
| PL (1) | PL219841A1 (en) |
| YU (1) | YU40583B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20180065648A1 (en) * | 2015-02-18 | 2018-03-08 | Siemens Ag Österreich | Device for Force Transfer Between Chassis Frame and Carriage Body of a Rail Vehicle |
Families Citing this family (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS574457A (en) * | 1980-06-11 | 1982-01-11 | Hitachi Ltd | Supporter for car body of bolsterless truck |
| DE8137758U1 (en) * | 1981-12-24 | 1982-06-16 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | EMERGENCY STOP FOR CRANELESS AIR SPRING ROTORS |
| DE3612797C1 (en) * | 1986-04-16 | 1987-08-20 | Messerschmitt Boelkow Blohm | Bogie for a rail vehicle |
| DE3701424A1 (en) * | 1987-01-20 | 1988-07-28 | Gutehoffnungshuette Man | AIR SPRING RACK, ESPECIALLY FOR FAST SPEED RAIL VEHICLES |
| GB2214873A (en) * | 1988-02-04 | 1989-09-13 | Edward Joseph Seymour Mole | Beehive hoist |
| DE4037672A1 (en) * | 1990-11-27 | 1992-06-04 | Man Ghh Schienenverkehr | RAIL VEHICLE |
| GB9110978D0 (en) * | 1991-05-21 | 1991-07-10 | Brel Ltd | Apparatus for controlling lateral movement of vehicle bodies |
| DE4136926A1 (en) * | 1991-11-11 | 1993-05-13 | Abb Henschel Waggon Union | CHASSIS FOR LOW-FLOOR RAILWAYS |
| AT403267B (en) * | 1991-12-19 | 1997-12-29 | Bombardier Wien Schienen | RAIL VEHICLE, IN PARTICULAR LOW-FLOOR VEHICLE |
| DE4244851C2 (en) * | 1992-12-08 | 1996-09-12 | Inst Schienenfahrzeuge | Tandem axle travelling gear |
| DE19751742C2 (en) * | 1997-11-21 | 1999-11-11 | Krauss Maffei Verkehrstechnik | End stop for drives of rail vehicles |
| JP6093615B2 (en) * | 2013-03-27 | 2017-03-08 | Ｋｙｂ株式会社 | Stopper |
| JP6159186B2 (en) * | 2013-07-31 | 2017-07-05 | 川崎重工業株式会社 | Air spring and railway vehicle |
| CN104417576A (en) * | 2013-08-20 | 2015-03-18 | 中国北车集团大同电力机车有限责任公司 | Locomotive elastic stopping block and bogie |
| USD756207S1 (en) | 2014-04-15 | 2016-05-17 | General Electric Company | Center pivot |
| CN104276185B (en) * | 2014-09-30 | 2017-01-11 | 中车青岛四方机车车辆股份有限公司 | Draw gear of bogie of railway vehicle |
| JP2016137770A (en) * | 2015-01-26 | 2016-08-04 | 公益財団法人鉄道総合技術研究所 | Connector and power transmission device |
| CN105197055B (en) * | 2015-09-22 | 2017-11-21 | 中车南京浦镇车辆有限公司 | A kind of mounting structure of drawing pull bar |
| JP6543171B2 (en) * | 2015-11-11 | 2019-07-10 | 川崎重工業株式会社 | Regulating member and railway vehicle provided with the regulating member |
| CN106627634A (en) * | 2016-10-31 | 2017-05-10 | 中车兰州机车有限公司 | Center pin traction device |
| JP6898780B2 (en) * | 2017-06-08 | 2021-07-07 | 川崎重工業株式会社 | Pillow beam of railroad car bogie |
| CN112298250B (en) * | 2019-08-02 | 2022-04-15 | 中车唐山机车车辆有限公司 | Steering frame |
| CN112550338B (en) * | 2020-12-04 | 2022-04-15 | 中车南京浦镇车辆有限公司 | Motor car bogie and rubber wheel train |
| CN115027528B (en) * | 2022-05-31 | 2023-05-02 | 中车株洲电力机车有限公司 | Obstacle detection device and rail vehicle |
Family Cites Families (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE416674C (en) * | 1924-09-11 | 1925-07-21 | Waggon Und Maschb Akt Ges Goer | Articulated connection with pivot pin relieved of vertical pressure forces for railway vehicles |
| US2096004A (en) * | 1933-04-03 | 1937-10-19 | Transit Res Corp | Center pin structure |
| DE862617C (en) * | 1939-09-15 | 1953-01-12 | Brown Ag | Bogie for locomotives, especially rail vehicles, with a pendulum cradle and two electric motors arranged parallel to the two driving axles |
| US2934028A (en) * | 1957-05-22 | 1960-04-26 | Gen Steel Castings Corp | Railway vehicle structure |
| GB839336A (en) * | 1957-08-13 | 1960-06-29 | Metalastik Ltd | Improvements in or relating to railway vehicles |
| NL113035C (en) * | 1958-08-05 | |||
| DE1104006B (en) * | 1960-02-23 | 1961-04-06 | Siemens Ag | Device for the production of stranding elements consisting of single cores, such as star fours, or stranding groups consisting of individual stranding elements, such as DM fours, for telecommunication cables on vertical stranding machines |
| NL264966A (en) * | 1960-05-24 | |||
| US3402679A (en) * | 1965-10-23 | 1968-09-24 | Pullman Inc | Railway car trucks |
| CH448157A (en) * | 1966-03-25 | 1967-12-15 | Costa Masnaga Spa Off Di | Vehicle with movable and sliding doors |
| US3570408A (en) * | 1968-10-30 | 1971-03-16 | Gen Steel Ind Inc | Bolsterless truck having pivotally connected side frame |
| DE2000747C3 (en) * | 1970-01-09 | 1981-04-30 | Schumacher, Friedrich, Ing.(grad.), 4330 Mülheim | Device for the transmission of tractive and braking forces between a bogie and the main frame of a bogie rail vehicle |
| AT314596B (en) * | 1970-03-12 | 1974-04-10 | Simmering Graz Pauker Ag | Device for guiding a cradle-free bogie on the car frame |
| SE368182B (en) * | 1970-08-27 | 1974-06-24 | Wegmann & Co | |
| US4173933A (en) * | 1974-05-08 | 1979-11-13 | Maschinenfabrik Augsburg-Nurnberg Aktiengesellschaft | High speed bogie |
| US4134343A (en) * | 1976-09-27 | 1979-01-16 | General Steel Industries, Inc. | Radial axle railway truck |
-
1978
- 1978-11-24 DE DE2850878A patent/DE2850878C2/en not_active Expired
-
1979
- 1979-11-15 CA CA000339953A patent/CA1148029A/en not_active Expired
- 1979-11-19 CH CH1028979A patent/CH644805A5/en not_active IP Right Cessation
- 1979-11-20 US US06/096,000 patent/US4357879A/en not_active Expired - Lifetime
- 1979-11-21 YU YU2854/79A patent/YU40583B/en unknown
- 1979-11-22 FI FI793674A patent/FI72086C/en not_active IP Right Cessation
- 1979-11-23 ES ES486274A patent/ES486274A1/en not_active Expired
- 1979-11-23 GB GB7940627A patent/GB2038744B/en not_active Expired
- 1979-11-23 PL PL21984179A patent/PL219841A1/xx unknown
- 1979-11-23 FR FR7928888A patent/FR2442167A1/en active Granted
- 1979-11-26 BR BR7907701A patent/BR7907701A/en not_active IP Right Cessation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20180065648A1 (en) * | 2015-02-18 | 2018-03-08 | Siemens Ag Österreich | Device for Force Transfer Between Chassis Frame and Carriage Body of a Rail Vehicle |
| US10676111B2 (en) * | 2015-02-18 | 2020-06-09 | Siemens Mobility Austria Gmbh | Device for force transfer between chassis frame and carriage body of a rail vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| PL219841A1 (en) | 1980-07-28 |
| CH644805A5 (en) | 1984-08-31 |
| FR2442167B1 (en) | 1985-02-08 |
| YU40583B (en) | 1986-02-28 |
| DE2850878A1 (en) | 1980-07-03 |
| DE2850878C2 (en) | 1983-09-15 |
| US4357879A (en) | 1982-11-09 |
| FI793674A (en) | 1980-05-25 |
| GB2038744B (en) | 1983-07-27 |
| BR7907701A (en) | 1980-07-22 |
| GB2038744A (en) | 1980-07-30 |
| ES486274A1 (en) | 1980-05-16 |
| FI72086C (en) | 1987-04-13 |
| FI72086B (en) | 1986-12-31 |
| FR2442167A1 (en) | 1980-06-20 |
| YU285479A (en) | 1982-10-31 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |